JP2004297868A - Synchronous motor for electric railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To offer a synchronous motor for an electric railway vehicle that can sharply reduce the weight under springs. <P>SOLUTION: The synchronous motor for an electric railway vehicle is provided with a rotor l05 which consists of permanent magnets being arranged such that the direction of a magnetic pole rotates by 90° between every adjacent magnets, a stator 101 which is fixed to a cover 102, in opposition to this rotor 105, and a light support 103 which performs a flexible support, being provided between the rotor 105 and the stator 101. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a synchronous motor mounted on an electric railway vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an electric railway vehicle is equipped with a synchronous motor as described below at a lower portion of the vehicle.
[0003]
FIG. 4 is a sectional view of such a conventional synchronous motor, and FIG. 5 is a sectional view taken along line BB of FIG.
[0004]
In these figures, 1 is a stator, 2 is a cover for fixing the stator 1, 3 is a rigid support portion via a bearing (bearing) 4, 5 is a rotor, and 6 is an axle of the rotor 5. The synchronous motor is provided below a vehicle (not shown), and the rotation of the axle 6 causes the wheels (not shown) to rotate.
[0005]
[Problems to be solved by the invention]
However, in the above-mentioned conventional synchronous motor, the stator 1 and the rotor 5 are fixed via the rigidly supported head, like other motors, so that the gap between the stator 1 and the rotor 5 is very small. there were.
[0006]
Furthermore, since the conventional synchronous motor has the permanent magnet as the rotor 5, the stator 1, and the thick supporting member 3 made of a rigid body, there is a problem that the unsprung weight increases particularly in a direct drive type vehicle. Incidentally, when the synchronous motor for an electric railway vehicle is mounted, the unsprung load of the synchronous motor is as large as 2t.
[0007]
In addition, a joint was required for power transmission involving displacement of the drive shaft. In addition, there are also problems in that windage loss, heat generation and noise are generated, cooling is required, the volume is increased, and energy saving and maintenance are difficult.
[0008]
FIG. 6 is a configuration diagram of a conventional German INTRA ICE direct drive system.
[0009]
In this figure, 11 is a rail, 12 is a wheel, 13 is an axle, 14 is a flexible joint attached to the axle 13, 15 is a cardan hollow shaft coupling, 16 is a hollow PM synchronous main motor, and 17 is a bogie frame. .
[0010]
As shown in this figure, a flexible joint 14 for receiving an axle 13 in a hollow synchronous main motor 16 is known, but there is no one in which the rotor of a sealed synchronous main motor bends.
[0011]
The present invention has been made in view of the above circumstances, and has as its object to provide a synchronous motor for electric railway vehicles that can significantly reduce unsprung weight.
[0012]
[Means for Solving the Problems]
The present invention, in order to achieve the above object,
[1] In a synchronous motor for an electric railway vehicle, a rotor composed of permanent magnets arranged such that the direction of a magnetic pole rotates by 90 ° for each adjacent magnet, a stator opposed to the rotor and fixed to a cover, A light-weight support member is provided between the axle of the rotor and the stator via a bearing, and supports the rotor and the stator softly and elastically.
[0013]
[2] In the synchronous motor for an electric railway vehicle according to the above [1], the gap between the rotor and the stator is made variable to 3 mm or more, and the stator is a multi-layer frame mounted and provided on the outer layer side. The cover is a nonmagnetic air-core coiled cylindrical cover, and is characterized in that the cover is filled with a refrigerant to make it fanless, and the driving force is directly transmitted without using a joint.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail.
[0015]
FIG. 1 is a schematic view of a synchronous motor for an electric railway vehicle according to the present invention, FIG. 2 is a sectional view taken along line AA of FIG. 1, and FIG. 3 is a view showing a state in which the axle of the synchronous motor is inclined.
[0016]
In these figures, 101 is a stator, 102 is a cover for fixing the stator 101, 103 is a lightweight elastic support member provided between the stator 101 and the rotor 105 via a bearing portion (bearing) 104, 105 Is a rotor composed of permanent magnets arranged such that the direction of the magnetic pole rotates by 90 ° for each adjacent magnet, 106 is an axle connected to the rotor 105, 107 is an air-cooled fin attached to the cover 102, and the synchronous motor is The wheel (not shown) is rotationally driven by the rotation of the axle 106.
[0017]
Here, the rotor 105 is composed of permanent magnets in which the direction of the magnetic pole is rotated by 90 ° for each adjacent magnet, so that an enhanced magnetic field is generated on the outer circumferential side of the rotor 105, The side magnetic fields will cancel each other.
[0018]
The gap between the rotor 105 and the stator 101 is made variable to 3 mm or more. The stator 101 is a multi-layer frame mounting, and a cylindrical cover 102 made of a non-magnetic air core coil is arranged on the outer layer side. I have. By enclosing the refrigerant in the cover 102, the drive is made fanless and the driving force is directly transmitted without using a joint.
[0019]
As the support, a lightweight elastic support 103 is used, and as the rotor 101, permanent magnets in which the direction of the magnetic pole rotates by 90 ° for each adjacent magnet are used, so that the unsprung weight of the railway vehicle is reduced. Can be.
[0020]
Further, as shown in FIG. 3, the electric motor for an electric railway vehicle according to the present invention is configured such that even if the axle 106 is inclined at an angle θ, the lightweight elastic support 103 can absorb the load on the axle 106. The gap g is set to be larger than 3 mm. Since the gap g is increased in this way, windage loss can be reduced.
[0021]
Further, the driving mechanism can be reduced in weight and simplification.
[0022]
Further, high efficiency and low loss of the driving motor can be achieved. Further, magnetic diving of the displacement can be achieved.
[0023]
In the case of the present invention, even when the synchronous motor for an electric railway vehicle is mounted, it is considered that it does not reach 1t.
[0024]
It should be noted that the present invention is not limited to the above embodiment, and various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.
[0025]
【The invention's effect】
As described above, according to the present invention, the following effects can be obtained.
[0026]
(A) The unsprung weight of the electric railway vehicle can be reduced and the track can be saved.
[0027]
(B) The drive mechanism of the electric railway vehicle can be made lightweight and simple.
[0028]
(C) High efficiency, low loss, and low noise of the drive motor of the electric railway vehicle can be achieved.
[0029]
(D) The displacement of the axle of the electric railway vehicle can be changed to magnetic diving.
[Brief description of the drawings]
FIG. 1 is a schematic view of a synchronous motor for an electric railway vehicle according to the present invention.
FIG. 2 is a sectional view taken along line AA of FIG.
FIG. 3 is a diagram showing a state in which the axle of the synchronous motor for an electric railway vehicle of the present invention is inclined.
FIG. 4 is a schematic view of a conventional synchronous motor for an electric railway vehicle.
FIG. 5 is a sectional view taken along line BB of FIG. 4;
FIG. 6 is a configuration diagram of a conventional German INTRA ICE direct drive system.
[Explanation of symbols]
101 stator 102 cover 103 lightweight support 104 bearing part (bearing)
105 Rotor composed of permanent magnets arranged such that the direction of the magnetic pole rotates 90 ° for each adjacent magnet 106 Axle 107 Air-cooled fin

Claims (2)

(A) a rotor composed of permanent magnets arranged such that the direction of the magnetic pole rotates by 90 ° for each adjacent magnet;
(B) a stator facing the rotor and fixed to the cover;
(C) a synchronous motor for an electric railway vehicle, comprising: a lightweight support member provided between the axle of the rotor and the stator through a bearing portion, and supporting the elasticity between the rotor and the stator. . 2. The synchronous motor for an electric railway vehicle according to claim 1, wherein a gap between the rotor and the stator is variable to 3 mm or more, the stator is a multi-layer frame mounting, and the cover provided on an outer layer side is non-layered. A synchronous motor for an electric railway vehicle, wherein the synchronous motor is a magnetic air-core coil cylindrical cover, in which a cooling medium is sealed in the cover to make it fanless, and a driving force is directly transmitted without using a joint.

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